Railway signaling system.



T. H. PATENALL & W. W. TALBERT.

MRAILWAY SIGNALING SYSTEM. APPLICATION FILED DBO.8,1910.

Patented Sept. 12, 1911.

3 SHEETSSHE BT 1.

INVENTORS Q, W BY W W 6 ATTORNEY T. H. PATENALL & W. W. TALBERT. RAILWAY SIGNALING SYSTEM. APPLICATION FILED DE(J.B,1910.

3 SHEETS-SHEET 21 N .m s

WITNESSES: INVENTOR MQM ATT RNE Patented Sept. 12,1911.

T. H. PATBNALL & W. W. TALBBRT. RAILWAY SIGNALING SYSTEM.

APPLIOATION PILED DEC. 8.. 1910. 1,003,199 Patent d Sept. 12,1911.

WITNESSES: INVEINTORS BY M aim 4 5 I Ja /1110mm srarns PATENT ost ich.

THOMAS n. remnant, or WILKINSBURG, PENNSYLVANIA... .an'n ,wnztmra w. rat- BERT, or CHICAGO, ILLINOIS, sssicuoasro THE UNION swrrcn & srcuan colu- PANY, or swrssvatn, P NNSYLVA IA, A conromrxon or EENNSYLVANIA.

RAILWAY SIGNALING SYSTEM;

To all whom it may concern:

naling Systems, of which the following is a specification.

Our invention relates to automaticsig'nah ing systems for single track railways. In the application of our invention, the railway will be divided into block sections of any desired length and each bloclcsection will besub-divided into any desired number of cut sections. Each block section will be protected by signals arranged to govern traffic in either direction through theblock I section. The circuits for the signals will be arran ed so that the movement of a train into the lock-section in one direction places at danger the signal governing t-rafiic into the bloclcsection in, the opposite direction, and this signal will be held at danger until the train leaves the block-section. The circuits, however, are arranged so that as the train roceed's through the block-section, the.

signs s at a predetermined distance in its rear will'be. moved to the clear position to permit of trains following each other through the block section as in double track systems.

We will describe a signaling system embodying our invention and then point out the novel features thereof in claims.

, In the accompanying drawings, Figure 1 1s a diagrammatic view showing a block-see tion of a single track railway equlpped with signals to control trafiic in either direction and embodying our invention. Figs. 2 and 3 o are views similar to Fig. 1,b'ut showing the positions assumed by parts of the systemwhen affected by the presence of a train invarious parts of the block section.

Similar reference characters refer to similar parts throtwhout the several views.

Referring to Tig. 1, we have here shown a block section of a single track railway between two sidings X and Y. In this block Specification of Letters Patent. Patented Application filed December 8, 1910. Serial No. ssejivs.

designates a distant Sept. 12, 1911.

section, A, C and E are railway signals controlling traflic through the section from Y to X; and B, D and F are signals controlling traflic through the section from X: toy. a

signal controlled by;

a circuit controller 37 operated by the signal A, and f designates a distant signal similarly controlled by signal "F. The block section XY is divided into a series of cutsections each of which is provided with a track circuit for which 6, 6, etc. are sources of current, herein shown as being batteries,

and'l, 2, 3, etc. are track relays. R designates an interlocking relay which comprises two magnets P and Q, an interlocking lever 40, and two armatures 4-1 and 42. A

relay or: this type is set forth in United States Letters Patent No. 799,452 granted to William W. Coleman, on September 12, 1905.

The operation of this system may be described as follows: Referring now to Fig. 2 and assuming that a train 39 enters the block sect-ion from the siding X, its movement into cut-section B a. shunts relay 1, thereby placing at danger signals B, C, E and a. The shunting of relay 1 opens directly the controlling circuit for signal B, which is from battery Z through the armatures of re lays 4 and 3, armature 42 ofinterlocking relay R, armatures of relays 2 and 1, signal B, common wire 0 to battery Z. The shunting. of .rel'ay,1 also opens directly the con- 8 trolling circuit fOrsignal' G which as follows: from battery Z through the armatures of relays 1, 2, 3 and 4, signal C, common wire 0 to battery Z.. A branch of this circuit also includes the windingof magnet P, which magnet is therefore deenergized by the shunting of relay 1,.allowingfiits armature 41 to open. The 0 ening of this armature 41 opens the cbntro ling circuit for s1g na-l E, which is from battery Z through the armature of relay .4, armature $1 of magnet P, armatures' of relays 5, 6, an ff, signal E, comm-onwire O to battery Z.

If there is a precedinggblock section similar to the block-section --Y, the shunting of relay 1 will hold at danger a signaliln this precedinglolock section wh ch corresponds to signal F in blOGk-SGCt-IOH X-Y and which we will designate as signal NEG The controlling circuit'for' this signal is from battery Z through the armature of relay 1, armature of relay 8 of the preceding block section, signal Ff, common wire to battery Z. The shunting of relay 1 also moves the dist-ant signal a to caution posi tion by opening its controlling circuit which is from battery Z through circuit controller 37, signal a, common-wire O to battery Z. As the train proceeds from cut-section A-.a. int-o cut-section a M, the closing of relay 1 closes'the controlling circuits for sig nals F and at which are therefore ermitted to move to their clear positions. he presonce of the train in cut-section w-M shunts cuits in the block-section shown in Fig. 2 other than closing the circuit for signal a, for the reason that the armaturecontacts of this relay control only the same circuits as are controlled by relay except that for sig-.

' nal a.

The movement of the train from cut-section aM into cut-section MD shunts relay 3 and permits relay 2 to close, but this causes no change in the 1 system since these two relays control the same circuits. train proceeds from cut-section MD into cut-section D-.C, the shunting of relay 4 opens the'con'trolling circuit for signal D, which is from battery 'Z through the armatures of relays 7, 6, 5 and 4, signal D, common wire 0 tobattery Z A branch of this" circuit includes the Winding of magnet Q, of

becomes dener ized, but the armature 42 of this magnet is not permitted toopen its contact because armature 4'1Zis already open. The shunting of relay 4 alsoqholds 0 en the circuits as hereinbefore described nals,B, C and E. I 4 Referring now to'Fig. 3, a'sthe train 39 "proceeds from cut-section D G into .cut-

45 the-controlling circuit for signal B, which is therefore permitted to "move tojits'clear position. Hence the signal B moves to clear as soon asthe train passes signal C, and an- I winding brihagrret P, which therefore closes,

its armature 41. The closing of this armature 41 closes the controlling circuit for signal E at this point, but the circ it is held open by the shunting of relay 5, ueto. the presence of the train in cut-secti "n- C-N. It will'be seen, therefore, that as the train passes signal C, the control'of signal E is, transferred from the interlocking relay R to the'track relays 5, 6 and 7. The shunting of relay 5 holds open the controlling circuit for signal D, as well as the energizing cir relay 2, but this causes no change in the cir- As the the interlocking relay R, which therefore or' sig-.-

section G-N, the closing of relay 4 closes ,ni controllin be closed, moving signal E to its clear posican and permitting a following train to opening its controlling circuit, which is' from battery Z through the armature of relays 7 and 8, circuit controller 36, signal f, to battery Z The shunting of relay 7 causes no further changes in the circuits shown. in the drawings, but it opens the controlling circuit for a signal in the next succeeding block section which corresponds to -signai A in the block section shown in the drawings, and which I will designate as signal A. The circuit for this signal is from battery'Z through the armature of relays 7 and 8, signal A or the next succeeding block-section, common wire 0 to battery Z The movement of the train past signal F shunts relay 8, which holds open the controlling circuit for signal A last described. The closing of relay-7 as the train leaves cut-section f--F closes the controlling circuits for signals D and E, and also closes the branch circuit which includes the winding of magnet Q, thereby energizing this magnet. -Unless a following ,train has entered the block section siding X the entire block section assumes its normal condition shown in Fig. 1, except that the signal F remainsin t-he elanger position until the train 4 asses the point at in the next succeeding b ock section. 4

The movement of a train in the opposite direction-through the block section would have a similar effect on the system. In this case, the shunting of track relay 7' would open the circuit for magnet Q, and this latter magnet would hold signal B at danger until the train gained direct control of the circuit for signal B by the shunting of track relay 4 when it reaches out sect-ion C---D.

As-the train passes out of cut-section C'D circuit-for signal E would enter- "the block section. A further description of the operation of the system for a movement in this direction is unnecessary.

Having thus described our inventiomwhat we clpirn is: I I

l. nsa' railway signaling system, a block sect1on,-a plurality oftrack circuits for said blocksection, a signal located adjacent each.

eiid of the block section each for governing trafiicin'to the block section from one end, a line relay for each signal and controlled by tliack circuits adjacent the enijl of the block section opposite to the signaii a signal circuit for each of said signals and controlled by the said line relay for the signal,

and means operated by each line relay for rendering the other line relay inoperative in its control of its signal. I

2. In a railway signaling system, a'block section, a plurality of track'circuits for said block section, a signal located adjacent each end of the block section each for governingtrailic into the block section from one end, a line relay for each signal and controlled by track circuits adjacent the end of the block section opposite to the signal, a signal circuit for each signal and cont'rolled'by the said line relay for the signal'and by track circuits adjacent the end of the block section at which the signal is located.

3. In a'railway signaling system, a block section, a plurality of track circuits for said block section, a signal located adjacent each end of the block section each for governing traiiic into the block section from one'end, a

line relay for each signal and controlled by track circuits adjacent the 'end' of the block section opposite to the signal, a signal circuit for each signal and controlled by the said line relay for the signal and by track.

circuits adjacent the end of the block section at which the signal is located, and means operated by each line relay for rendering the other line relay inoperative in its control of its signal circuit. I

4. In a railway signaling systein, a block section, a plurality of track circuits for said block section, a signal located-adjacentveach end of the block section each for governing trafiic into the block section from one end, a 7

line relay for each signal and controlled by track circuits adjacent the-end of the block section opposite to the signal, a signal circuit for each signal and controlled bythe said line relay for the signal and by'track circuits adjacent the end of the block"sec tion at which the signal is located, andmeans for interlocking the said line relays.

5. In a railway signaling system, a block section, a plurality of track circuits'for said block section, a signal located adjacent each 'end ofthe block section each forgoverning traific into the block section from one end, a

, signal circuit for each signal and controlled by track circuits adjacent the end of the block section at which the signal is located, controlling means included in "each signal circuit andcontrolled by track circuits adjacent the end of the block section 0 ,posite to the signal, and means operated.:- y the controlling means of one circuit 'forrendering the controlling means of the other circult inoperative in its'control of its.signal.

6. In a railway signaling'system, a block section, a plurality of track circuits for saidend-of the block section each for governin trafiic into the block section from one'e'nd' j .rection part of them f qr the-other d1- rection,.ead1f5 o f said ntermediate signals a line relay for each-signal and controlle' by track circuits adjacent the end of the "block section from either end for rendering the other line relay inoperative in its control'of its signal. I

7. In a railway signaling system, a-block section, a plurality of track circuits for said block section, a signal located adjacent each end of the block section each for governing traffic into the block section from onefjend, a line relay for each signal and controlled a by atrack circuit adjacent the end of the block section opposite to the signal, a signal circuit for each signal controlled by the-said I relay for the signal and by a track circuit adjacent" the end of the block section at which the signal is located, and means 0 erated by each line. relay for rendering t e other line relayinoperative in its control ofits signal. 7 v 1 8. In a railway signaling system, a'block section, a plurality of track circuits forsaid block section, a signal located adjacenteach end of the block section each for governing traiiic into the block section from one direction, a linerelay for each'bf said signals and controlled by track circuits adjacent the end of the block section opposite to the signal, a signal circuit for each of said signalsand controlled by. the said line relay for the signal andby' track circuits adjacent the i end of the block section at which the sig'nal is located; and a plurality of intermediate signals located in the blot: section,- part' of them for governing traffic through the block section in one direction and part oi'them for the other direction, each "of vsaid intermediate signals being controlled by the track circuits for the portion of the block section over'which it governs ,traffic.

9. In a railway signaling system, ablock section, aplnra'lity of track-circuits for said block section, a signal located adjacent each end of the block section each for govrning traflic into the block 'section from one-dined tion a line relay for each of said' signals andcontrolled by track circuits adjacent the endiof. the block section op osite to the ,sig-

nal, a signal c'ir euit for eac of said sig'na andcontrolled by the said line relay forthe fs'ignalsand 'by track circuits adjacent the endcftheiblock; section at which the signal is located, means operated byeach line relay f or 1:endering; therotherline relay inoperativ in-its control ofits signal; and a 'plu- 'i ali -of intermediate si als located-in the em -for. governing 'trafli hroag .sthkblock section m one dibeing controlled 1) the portion of the lock section over which it governs trafiic.

10'. In a railway signaling systeni, a

track circuits for 5 section, a plurality 0 I 1001: section, a signal located adjacentee} end of the block Copies otthis patent may be obtained to: five cents each, by v I Washington, D. C,

the track circuits for I I I section each for governingggf ,trafiic into'the blocksection from one'end" a' the end of the block sec' Ineans operated by one line relag for rendering the other line relay inoperative in its Icontrolof its signal circuit. gIn-tcst-imony whereof, we

have signed our nam'esto this sgecification, in the presence, 20 Ethe subscribe Witnesses,

THOMAS PATENALL.

WILLIAM W. TALBERT.

Witnesses as to Thomas H. Patenall:

FRANK J. PILLSBURY, e

A. LI VENCILL. Witnesses as to William W. Talbert:

G. T. CAREY,

JENNIE L. FISKE.

addressing the commissioner Patents, 

